I just got off the phone with the head mechanic at my local international dealer. He told me...don’t do any motor mods on this motor. This motor is rated for what I comes with stock. He said if you start adding power, you will greatly increase the possibility of failure on this motor. He said the motor is a middle of the road motor. It’s not the best, it’s not the worst, but definitely keep it stock. Just relaying the message.

I just got off the phone with the head mechanic at my local international dealer. He told me...donít do any motor mods on this motor. This motor is rated for what I comes with stock. He said if you start adding power, you will greatly increase the possibility of failure on this motor. He said the motor is a middle of the road motor. Itís not the best, itís not the worst, but definitely keep it stock. Just relaying the message.

Actually the 6.0 in these are the same 6.0's in Ford F250 and F350 trucks but somehow our engines don't blow the head gaskets like the Fords do. I had just got rid of a F350 that had a 6.0, 3 blown head gaskets in 3 years(it was completely stock) and didn't know when we purchased the RV it had the same engine and when I found out I was like oh crap here we go again. After some research I found this version isn't prone to the head gaskets blowing and have had heard of several people increasing timing and boost to up their performance with no issues.

I have had a MP8 on my engine for years and never a problem. I just have to remember to turn off when I am doing emissions testing. The power change is not dramatic but noticeable. I don't track gas mileage so I can't tell you if that improved.

Actually the 6.0 in these are the same 6.0's in Ford F250 and F350 trucks but somehow our engines don't blow the head gaskets like the Fords do. I had just got rid of a F350 that had a 6.0, 3 blown head gaskets in 3 years(it was completely stock) and didn't know when we purchased the RV it had the same engine and when I found out I was like oh crap here we go again. After some research I found this version isn't prone to the head gaskets blowing and have had heard of several people increasing timing and boost to up their performance with no issues.

im not a ford guy or a diesel guy for that matter...i was just told that the international is tuned way down from what the ford version is. when people start putting more HP to them, they start having problems. again, just what im told. for every guy that has zero problems, theres another guy with a blown head gasket. i know there area few guys out there that you can actually send your ECM out to and they will flash it with a new safe program that gives you 50 more HP an better fuel efficiency, as well as do an EGR delete which i hear is very important and a big reason why these motors fail.

International built the 6.0 for Ford and the VT365 and Ford 6.0 do share many common parts. Unfortunately for us Supernova owners one part that is not common is the ECM logic. This is unfortunate because it excludes us from using the multitude of Ford 6.0 engine programmers currently on the market.

The comment about the VT365 being tuned way down is true in some regards, but not when talking about the VT365 in the Supernovas. I have listed the Supernova VT365 and Ford 6.0 specs below.

If you look at the School Bus forums you will see that the VT365 did have its share of issues, along with the Cummins ISB, DT460, Cat's and etc. However, I am a strong believer that both the VT365 and Ford 6.0 are good engines that just suffered from a bad exhaust gas recirculation and oil cooler design. If you look at how the oil to water cooler is key to the EGR, turbo, HPOP and injectors you may agree.

In regards to deleting the EGR, it may, or may not help. The EGR recirculates a portion of the engine's exhaust gas back to the engine cylinders thereby diluting the O2 in the incoming air stream. This reduction in O2 lowers combustion heat and peak combustion temperatures and this intern reduces NOx. NOx is primarily produced at high cylinder temperatures and pressures. So when the engine control module (ECM) detects conditions conducive to creating NOx it sends a signal to open the EGR valve to cool down the combustion. It’s impotent to understand a key responsibility of the EGR system is to assure the oxygen-to-fuel ratio is suitable at all engine operating conditions to meet performance and emissions objectives. And that the total mass of oxygen trapped in the cylinder is appropriate for the fuel injection quantity. So, removing the EGR does not necessarily mean you will get more HP or lower your exhaust temperatures or extend the life of your engine. Assuming your EGR system was working correctly prior to installing the EGR delete, you may only get a check engine light for all the money you have spent. However, installing the delete will assure you won’t have to worry about an EGR cooler or EGR valve failure in the future. Just be mindful deleting the EGR is illegal in all 50 states.

International built the 6.0 for Ford and the VT365 and Ford 6.0 do share many common parts. Unfortunately for us Supernova owners one part that is not common is the ECM logic. This is unfortunate because it excludes us from using the multitude of Ford 6.0 engine programmers currently on the market.

The comment about the VT365 being tuned way down is true in some regards, but not when talking about the VT365 in the Supernovas. I have listed the Supernova VT365 and Ford 6.0 specs below.

If you look at the School Bus forums you will see that the VT365 did have its share of issues, along with the Cummins ISB, DT460, Cat's and etc. However, I am a strong believer that both the VT365 and Ford 6.0 are good engines that just suffered from a bad exhaust gas recirculation and oil cooler design. If you look at how the oil to water cooler is key to the EGR, turbo, HPOP and injectors you may agree.

In regards to deleting the EGR, it may, or may not help. The EGR recirculates a portion of the engine's exhaust gas back to the engine cylinders thereby diluting the O2 in the incoming air stream. This reduction in O2 lowers combustion heat and peak combustion temperatures and this intern reduces NOx. NOx is primarily produced at high cylinder temperatures and pressures. So when the engine control module (ECM) detects conditions conducive to creating NOx it sends a signal to open the EGR valve to cool down the combustion. Itís impotent to understand a key responsibility of the EGR system is to assure the oxygen-to-fuel ratio is suitable at all engine operating conditions to meet performance and emissions objectives. And that the total mass of oxygen trapped in the cylinder is appropriate for the fuel injection quantity. So, removing the EGR does not necessarily mean you will get more HP or lower your exhaust temperatures or extend the life of your engine. Assuming your EGR system was working correctly prior to installing the EGR delete, you may only get a check engine light for all the money you have spent. However, installing the delete will assure you wonít have to worry about an EGR cooler or EGR valve failure in the future. Just be mindful deleting the EGR is illegal in all 50 states.

aaronschiada - Are you located in the Portland, OR area? I am asking because I see Fleet Services Northwest is close by. If you are located in the Pacific Northwest maybe we can get together and talk about our Supernovas.

Just as an FYI, I have the Bullet Proof Diesel EGR and oil cooler on my 2010 6400.